Internal-combustion engine.



I. Ff-WENTWORTH. INTERIIAICOMBUSIION ENGINE. APPLICATION FILED'IUIIE I7. I911.

Patented July 11, 1916.

5 sIIEETS-SMEET 1 J. F. WENTWORTH. INTERNAL COMBUSTION ENGINE.

1,190,830. Patented July. 11, 1916.

' Z6 5 SHEETS-SHEET 2. g1 Q3 0 7 20 4a 2,1. 1 20 a9 v3 63 1 l H I 2/ Q 5 142' 5 71 7 J2 iimiaa $55 APPLICATION FILED JUNE 11. 1911.

J. F. WENTWORTH. INTERNAL COMBUSTION ENGINE.

APPLICATION FILED IUNE 17, NH.

Patented July 11, 1916.

5 SHEETS-SHEET 3 J. Fg wsmwom, TNTERNAL' 'COMBUSTION ENGINE 'APPUCATIQNDHLHIJUNE 11. 19 11.

Patented July 11, 1916.

5 SHEETS-SHEET 4.

gag) j 23' J. F. WENTIWORTH.

INTERNAL COMBUSTION ENGINE.

APPLICATION FILED [UNI-I17. I911.

Patented July 11, 1916.

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JOHN WENTWORTH, F QUINCY, MASSACHUSETTS,

INTERNAL-COMBUSTION ENGINE.

Specification of Letters Patent. I Patented July 11, 1916.

Application filed June 17, 1011. Serial No. 683,834.

To u/ll whom it may concern; 1

Be it known that I, JOHN F. lVEN'rwon'rH,

a citizen of the United States, residing at Quincy, in the county of Norfolk and. State of Massachusetts, have invented a certain new and useful Internal-Combustion Engine, of which the following is a specification.

This invention relates "to internal combustion engines, and it has for its object to provide a simple, durable and inexpensive engine of this class, adapted to both stationary and transportation purposes, and it consists of the parts and combinations of parts hereinafter described and claimed.

In the accompanying drawings forming a part of this specification, Figure 1, is a transverse vertical section of my improved engine; Fig. 2, is a longitudinal vertical section with certain parts in elevation; Fig. 3, a plan view; Fig. 4, a detail view of the mechanisms for governing the length of the stroke of the fuel pump; Fig. 5, is a detail plan view and Fig. 6, a detail elevation of the valve gear for the fuel feeding mechanism; Fig. 7, a detail vertical section of the fuel pump; Fig. 8, a detail view of the cam sleeve for governing the action of the main valves; Fig. 9, a detail vertical section of the cam sleeve and shaft on the line 9L9, Fig. 8; Fig. 10, a detail longitudinal section of the device for regulating the proportions of hot and-cold air fed to the cylinder; and Fig. 11, a side elevation and Fig. 12, a plan of a mufller. 1

Referring more particularly to Fig. l, of the drawings, the numeral 1 represents the main shaft, 2 the crank arm, 3 the crank pin,

l the connecting rod. 5 the wrist pin, 6 the piston, which is of the usual type, and 7 the piston rings. 8 IS the main exhaust valve,

9 is the exhaustu'alve spindle. 10 is the, mouth of the Oil delivering pipe where it terminates in the cylinder, llis the exhaust pipe, 12 is the mufller, which is shown in the form of a radiator, 13 is the casing which surrounds said muffler and forms a heater for the air before it is delivered into the cylinder. 14: is the admission pipe for'dehvering fan." to, the casing 13. 15 1s the cylinderhead, and 16 the cylinder proper,

,both of which must -be properly water iacketed. r17 is the support for the cylinder and 1,8 is the foundation or bed plate for the engine. 19 isthe spring which acts to return tl'z-e valve. 8 to its scan/20 is the main cam shaft suitably j'ournaled on the frame, 21 is the forked end of the reversing lever 23 which is connecteddo the cam sleeve 31. 22 is the support for the reversing lever, 24 is the governor controlling the length of the stroke of the fuel pump, 25 is the pulley on the cam shaft 20, which is connected with the-pulley 26 on the governor 24. by means of belt 32 passing over idlers. sliding collar of the governor, the vertical throw of which controls the length of the stroke of the fuel pump as will be described hereinafter. is a rod slidably arranged on the frame and. connecting the reversing lever 23 with the cams for the fuel air valve, and also the sliding collars moving the eccentrics of the fuelpump by means of bar and arm 75, respectively, the bar 40 being rigid-1y secured to said rod. 29 is the gear wheel which operates the shaft33 through gearing with gearwheel 29 on shaft 20.

In Figs. 1 and 2 a feature is shown which may have some'advantages. This is a means of insulating the head, of the cylinder to prevent an excessive radiation of the heat energy of the working fluid to the cold walls of the cylinder and the surface of the piston. This means is liner 38 for the head of the cylinder and a space 37 between the liner and the cylinder head which space is to be filled with asbestos; 'or some other indestructible non-conducting substance. 36 is a casing over the head and end of the piston and 35 is a space which is to be filled with the-same substance as space 37. 36 and 38 will be made of cast iron or some other metal adapted to withstand a high temperature. with sufiicient clearance between them to 27 is the The liner and casing must be made provide for expansion owing to the heat which will'be attained. The temperature of the liners and casings should not be higher than about 2000 degrees F. The piston is made with a dummy head to further the insulation. If the loss by radiation is sufiiciently great to make it an object to prevent it it may be accomplished by the means described, for the reason that the temperature is at a maximum when the piston is near the Referring to Fig. 2, 3-9 is the cam sleeve sliding on cam shaft33 and carrying the r-ims for operating the compressed air valve through the spindle 46, for the purpose of admitting compressed air behind the fuel in the oil receiving chamber 51. 41 is the eccentric for governing the valve of the fuel pump. is the eccentric for the piston of the fuel pump. aswill he explained more in detail in connection with Figs. 5 and (3. ll is the connecting rod for the valve of the fuel pump and 45 the connecting rod for the pump plunger. 4-7 is the spring which causes the air valve -18 to seat after the valve mechanism releases it from file open position. 4!) is a check valve which is held down onto its seat by the springs 66 as shown. The function of the valve -19 is to prevent the pressure in the oil passage (37 leading from the fuel pump to the oil receiving chamber ever running above some reasonable amount, say. for example, not more than 50 lbs. per sq. in. By means of this valve 4 and the injecting of the fuel into the oil rcceivin, chamber 51 during the suction and expulsion stroke of the engine the maximum pressure which the fuel pump will have to work a gainst will be kept down to a low pressure. while the fuel may be fed into the cylinder against a pressure of full] lbs. per sq. in. in some cases. 52 is the spindle of the main admission air valve of the engine and 53 is the spindle of the starting valve. 5-1; is the starting valve. 56 is the air compressor which is shown as a compound compressor. 57 is the pulley on the main shaft of the air compressor and 58 is a belt which drives the compressor through the pulley 57 from the main shaft 1. (iii is a pipe leading from the low pressure cylinder of the compressor to the intermcdiate receiver (H). (33 is the pipe which conveys the partly compressed air from the receiver on to the high pressure cylinder and is a pipe which conveys the compressed air to the reservoir (31. Air is delivered to the passage leading to the fuel passage 51 by pipe 64 and to the starting valve by means of pipe (55. 67 is the passagexl'rom the fuel pump to the oil receiving chamber or fuel feeding nozzle 51. 68 is a support or fulcrum for lever 69 which is intended to be a means for lifting the valve 5-; off its seat. The valve 54: will also serve as a bypass valve to be used in starting the engine without cranking it off, that to say the engine may be started without turning it over by hand. 70 is a support or fulcrum for the forked shaped lever 73 having one prong 71 engaging the spindle of the main admission valve and one prong or arm 72 engaging the spindle of the exhaust valve.

Referring to Fig. 3. 55 is the oil pump which is shown bolted against the projection of the cylinder in which the fuel feed ing device is placed. See Fig. 7. 74 is the air admission pipe. The general location and function of the fuel governing gear is also shown better in Fig. 3 than in Figs. 1 and 2. T5 is a collar sliding on rod 30. The position of collar 75 with reference to rod 30 determines the length of the stroke of the fuel pump, as will be described. The governor is placed on rod 30, and can be connected to the lever 91 as shown in detail in Fig. 4, so that the movement of the collar on the governor will, through the bell crank lever 91, and rods '76, draw the collar 75 toward the governor or push it away according to the adjustment. The circle N-N represents the bore of the cylinder and l\l-Mthe center line of the fuel valve produced. The fuel valve is to be so placed with reference to the center of the cylinder that the charge of fuel will be blown into the cylinder to one side of the center of the cylinder. The velocity of the charge of fuel entering the cylinder should be suflicient to cause the atomized fuel to circulate around the cylinder several times and to, in the most thorough manner possible, bring fuel in contact at once with all the air in the. cylinder, and thereby facilitate the combustion of the fuel.

The cam sleeve is shown in Fig. 8 in detail, and in which 79 and 82 are starting and reversing cams for the forward motion, 80 and 81 starting and reversing "ams for the backing motion, said cams T9. 80, 81,

and S2, engaging the compressed air starting valve 5%, and S4 is the cam which operates the exhaust valve in forward motion and 83 the cam for operating said valve in backing motion. 86 is the cam which opcrates the admission valve in forward motion and 85 the cam for ope 'ating it in backing motion. which operate the admission valve during the starting and reversing of the engine in forward motion, while 87 and 89 are the cams for operating admission valve in backing motion. During the starting and reversing part of the operation of the engine the main admission valve will be used for the exhaust valve in connection with the starting and reversing compressed air valve by means of cams 8T, 88, 89 and 90.

Figs. 5 and 6 show the way in which the injection of the fuel is obtained. sleeve 39 is connected to the rod 30 which is connected with the reversing lever 23, Fig. 3. and 239E139 being the cam for the injection of fuel on the forward stroke and 39 the cam for the injection of the fuel for backing motion. The space shown between the two cams is suflicient so that no fuel will be fed into the cylinder during the time the engine is in mid-gear or being started or reversed by the reversing gear. In the operation of the fuel pump it is 88 and 90 are the cams' Camslide 55 driven from eccentrics on shaft 33. 41 is the eccentric for the valve and 42 for the piston. Both eccentrics-should be capable of having their position changed by 180 degrees. In other words there-is a slot through the center of these eccentrics and the shaft .33 passes through said slot. The eccentrics are kept in placeand made and the triggers 43 and 40 are prevented from sliding along the shaft to perform their functions by the shaft he eccentrics f 33 by shoulders secured on the shaft on both sides of the eccentrics. 4:3 is a square block on the shaft which'acts as one of the shoulders and revolves with the shaft and carries thetriggers 43 The amount of fuel used -by" the engine is governed by the length. of

the stroke of the plunger of the pump. The length of the stroke of the plunger of the pump is governed -.by the eccentr c ty of the plunger eccentric, The eccentricity of the eccentric 41 should be ample to allow the pumpgt'obe operated in all positions of thepvalve" gear when ."the starting gear is not in. 'In order/to vary the eccentricity o flthe eccentric 42 the collar 43 must be slid along the shaft33 operating the bell crank lever or tri, ger43 by means of the arm or projection 43 on said collar 43. The bell crank lever 43 as can be seen from the drawing positively controls the eccentric'ity ofthe eccentric 43. When the valve gear is in mid position or in the position of the starting cycle the long finger of the trigger 43" will be parallel with the shaft eccentric 42 and so no stroke of the-plunger 55". The collar 43 is operated by the collar and arm 75, which-is connected to the rod ,30 by the two rods 76 and the lever. 91. Any

33 and there will be no eccentricity of the movement of the rod will ordinarily move collar-43, along the rod or shaft 33 a distance equal .to the distance moved by cam sleeve 39 and collar However, by'means which will be described hereinafter, a movefrom the vpump'to the engine cylinder.

v In ig. 7, isshown the manner in which theoilpump is connectedwith the fuel feedingnoitzle, and in which 33 is the rod carrying the pump eccentric, is the eccentric rod, is the pump plunger, 30the rod moving-the eccentrics, and -is-the collar and "arm govermngthe-position of the colhevalvegot-the pump is not the pump plunger.

-By means of the nected to this projection that the two parts of the passage 67 are joined and the passagejti? Wlll be continuous. 491s the check valve ,on the 011 passage as descrlbed above.

The valve 49.must.be cut away, as shown,

to allow space for the passage of the air through the passage 51 by the valve when the air valve l8is. opened.

In Fig. 4, the means for regulating the stroke of the plunger of the oil pump forstationary engines independent of the motion of the rod 30 is shown, and in which 76 are the rods leading from the collar and arin75 upon rod 30. The bell crank levers 91 are pivoted at 92 and the lever itself is. as shown T'sha-pe. The moving of the long end of the. lever in a vertical direction moves the collar 75, Figs. 5 and 6, along the rod 30 by means of the rods 76 and in this way affects the stroke of the fuel pump through the eccentricity of the eccentric for The means for regulating'thestroke for locomotive or marine engines where the engine is controlled by hand, or where a constantor non-fluctuating load is required, is shown in dotted lines and consists of the piece 93 with holes in it and there is a slot in the lever 91 and a pin for the holes and the slot, said piece 93 being fastened upon the rod 30 in a vertical position. In this way the position of the bell crank lever 91 can be fixed. Other means for the same end may be used. Now when the valve gear is in a. certain position the amountof fuel fed to the cylinder niav be varied "by the adjustment of lever 91 p I governor Ql through the sliding collar 27 and the rods 28 connecting collar 27 and lever 91 it will be possible to regulate the engine auton'mtically in a manner suitable for general stationary use. If for any reason it is desired to change the dlrection of the engine-when it is running on stationary duty the governor need not be changed in..its adjustment but the rods 76.will be changed from one'arm of the lever to the other vertical arm. This will be a sufficiently convenient method to use in stationary plants.

In Fig. 10 is showna method ofregulating at will the temperature of the air taken into the cylinder. It consists of an inlet to the nain admission pipe 74 as shown by pipe 94 with a valve closing this pipe up as shown by 93 and a damper 95 placed in' the admis.

'sion pipe 74. Now. by opening the valve 93 and turning the damper 95 to; the positionshown in dotted lines,

as at 95 the supply of air from the heater will be throttled down and. a targe percentage ofcool air will be taken ii nto the cylinder; direct from the air outside,- By different. degrees of openings of the valve 93 and manipulation of the damper 95 it is possible to get ditl'ercnt results. A thermometer may be placed in the admission pipe near to the main ad mission valve in order that the damper 95 and the valve 93 may he used with intelligence. In order to start an engine of this type with a degree of compression not sufficient to ignite the fuel with the heat of compression alone a simple form of muffler is shown in Figs. 11 and 12, and in the former 11 is the exhaust pipe which expands into the muffler the walls of which are shown by 96. Below this muffler is a fuel pipe 99 with a series of small branching pipes 100. The flame from these small pipes 100 heat the mufller and the gas contained therein and through these heated gases the contents of the admission pipe 7% will be heated. The products of combustion from the heating flames escape through the pipe 98 leading from the casing 97 surrounding the walls of the mufiler.

In operation the method of procedure is as follows: \Ve will take the engine at rest. In a single cylinder engine the piston must be near the dead point about to descend. Then by means of the lever 73 the main admission and exhaust valves can be depressed and the cam sleeve 31 slid along the shaft 20 by lever 23 till the starting cams come into play. The starting valve 5% can be opened for a. second by means of the lever (39. This will give the engine an impulse. The valve at can then be dropped back into place and the'cams 79 and S2 allowed to operate it in the forward direction. stroke the main or atmospheric admission valve will be opened by cam 88 or 90 and will be held open during the up or expulsion stroke. The engine may be given a few impulses from the compressed air by means of this valve gear and then when the momentum is sufficient the cam sleeve can be moved along till the exhaust valve is operated by cam 8% and the admisison valve by cam 86 and the compressed air starting valve 54 will be disengaged from all the cams. This can bedone by the lever 23 and at the same time the air valve for feeding the fuel to the cylinder will be operated by the cam 39 and a motion will be given to the fuel pump by giving the eccentrics a positive motion. This will be all that will be necessary to do in order to start the engine running perfectly. The ignition of the fuel in the cylinder will be caused by the hightemperature produced by the compression of the, air to a high pressure.

When the engine has been running long enough tirhave warmed the muffler then by means of the lever 23 the cam sleeve 31 can be moved along the cam shaft :20 causing the main admission valve of the engine to be operated by that part of the cam 86 or 85 At the end of the.

away from the center line of the valve as shown in Fig. 8. The admission edge of the admission cams is straight but the cut off edge is somewhat spiral shaped. This will enable the cut oil of the incoming air to be varied from a full charge at the position 9-9 to about half charge of air at the outer side of the cam. In the reverse operation of the engine the amount of air can be varied in a similar manner by reason of the shape of the cam 85. This air will have a temperature above the normal temperature of the atmos phere caused by being drawn through the heater as described above. In this way a lower degree of compression can be used in order to get a temperature sufficient to ignite the fuel upon its injection into the cylinder by the fuel feeding device. By means of this cut off it will be possible to get the best degree of compression which is between that used in the gasolene type of internal combustion engines and that inthose engines where the ignition of the fuel is caused by the compression of cold air to about 500 lbs. pressure. Besides this, the effect of this cut off will be to give the effect of an engine having a short compression stroke and a long expansion stroke similar to the effect obtained by the Atkinson double heat linkage. This has been sought after but has never been obtained before without a great frictional loss, which loss will not occur in the type of engine here described in which both strokes are of the same length. but the early cut off on the admission stroke has an effect exactly similar to that of the complicated double beat linle age. This engine can be designed to do away with the high degree of compression necessary to start the engine. provided that the muffler is so made that it can be heated by a lamp, stove or some other i'ncans, such, for instance as is shown in Fig. 11.

To reverse the engine the main valvcs will again be unseatcd by lever 73 and the cam sleeve will be moved along thecam shaft by the lever 23 past the dead point. The lever will he placed in the starting position for the reverse direction or the dircctionf to be 'obtained. Now the engine will be running by the right set of admission and exhaust cams but the motion of the engine will be wrong. The effect of the valve gear will be to catch the air at the beginning of the up stroke and to compress it. At the end of the compression stroke this compressed air will be admitted to the air reservoir through the valve 5% if the pressure is high enough. on the working stroke the exhaust will be opened out through the main admission valve and no work will be done by the compressed air on this down stroke. lrobably one stroke of this sort would be enough to stop the engine. The engine will soon stop and as is the nature of engines of this type it will stop with an under compression in the cylinder. This will cause the engine to stroke which will be without compression and to open the admission valve under circumstances which will insure the operation of the engine in the proper direction. When the momentum is suflicient the fuel gear can be thrown in operation the reverse from the way that it was done in the other direction and the engine will be moving in the direction required under the eflect of the fuel-fed into the engine. I

By feeding the fuel into the oil receiving chamber when there is no pressure in the cylinder and then closing the oil passage to the pump, fuel can be fed into a cylinder where the degree of compression is very great, say 500 lbs. with but'a pressure of about 25 lbs. on the pump. All this is possible in this design from the fact that the oil receiving chamber is in constant communication with the cylinder. The air valve is at the end of the air pipe where the air pipe enters the oil receiving chamber.

\Vhat I claim is 1. In an internal combustion engine, a cylinder, means for admitting air at atmospheric pressure to the cylinder, means for compressing said air to the ignition temperature of the fuel, means for admitting fuel to the cylinder at the beginning of the working stroke and means for varying the amount of air admitted'to the cylinder.

2. In an internal combustion engine, acylinder, means for admitting air at atmospheric pressure to 'the cylinder, means for compressing said air to the ignition temperature of the fuel, means for admitting fuel to the cylinder at the beginning of the work- .ing stroke, means for varying the amount of air admitted to the cylinder and means for heating the air admitted to the cylinder.

3. In an internal combustion engine, a cylinder, means for admitting air at atmospheric "pressure to the cylinder, means for compressing said air to the ignition temperature of the fuel, means for admitting fuel to the cylinder at the beginning of the Working stroke, means for varying the amount of air admitted to the cylinder, a 55 fuel pump and a fuel valve comprising a fuel passage in communicatlon with the cylinder and a compressed air supply controlled by a valve whereby when said valve is unseated the compressed air will blow'through said fuel passage and carry the fuel into the cylinder in the form of a fine spray.

4. In an internal combustion engine, a cylinder, means for admitting air at atmos-'- pheric pressure for compression to the cylinder, means for compressing the air to the ignition temperature of the fuel, means for discharging the products of combustion after the working stroke, a fuel valve, a fuel pump, a supply of compressed air for injecting the fuel at substantially the beginning of the working stroke and means for varying the amount of the charge of p'ureair used per cycle of the engine.

In testimony whereof, I affix my signature, in the presence of two witnesses.

JOHN F. WENTWORTH Witnesses:

JOSEPH MGINTYER, EDWARD J. MERRICK. 

